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DrivingimpressionSaab has spent a prolific year turning out three new ’95 models: the 900 coupe and convertible and the subject of this driving impression, the restyled and repowered 9000 CDE. This year, the Swedish carmaker moves closer to the automotive “center” with more contemporary styling and powertrains.

The most notable of these changes is an all-new 3.0-liter V-6, standard on the 9000 CDE sedan and optional in the 9000 CSE hatchback sedan. It’s the first time a V-6 has been available in a 9000. Although the Swede automaker’s management still feels that a power-on-demand turbocharged four-cylinder is a more efficient strategy, it realized that for Saab to be taken seriously as a luxury brand, the price of admission is a smooth, powerful V-6.

That’s exactly what Saab powertrain engineers concocted: a smooth, quiet, torquey V-6 that delivers a peak 210 horsepower at 6200 rpm and 200 pound-feet of torque at 3300 rpm with an efficiency that delivers EPA figures of 18/27 city/highway mpg in the Large Car category. Based on the architecture of the 900’s 2.5-liter V-6, the 9000’s 3.0-liter block is a 54-degree “V” fabricated from recycled cast iron. The aluminum twin-cam cylinder heads have four valves per cylinder with asymmetric valve angles to reduce overall engine width. Normally, a narrow-V four-valve six-cylinder can be fairly “peaky” in its power delivery, this 3.0-liter avoids that dilemma by serving up 85 percent of its peak torque over a broad 2000 to 6200-rpm band, thanks to an innovative Variable Intake Manifold system, which uses two vacuum-operated butterfly valves to provide three different intake pipe lengths. These valves are controlled by a Bosch engine-management computer, providing the longest path for low rpm, an intermediate path for mid-range (above 3200 rpm), and the short path for high-rpm (above 4100 rpm) tuning. The transition from stage to stage is transparent while driving.

The entire 9000 CDE driving experience can best be described as smooth, with 0-60-mph acceleration in 9.0 seconds. The only transmission available with the V-6 is a four-speed automatic that (with a 0.74:1 overdrive in fourth and a high final-drive ratio of 3.57:1) makes for low-rpm, vibration-free cruising even at very high speeds. Traction control is standard on the CDE and comes with a defeat switch.

Styling enhancements for ’95 also help move the upright 9000 introduced in ’92 more into the mainstream of the automotive world. Thinner headlamp units (featuring a daytime running function), a lower grille, slimmer body-color bumpers, sloping fenders, and an extended hood provide a wider, more aerodynamic look. There are individual long-range headlamps, and the spoiler incorporates widely spaced foglamps. Revised taillamp clusters further freshen the car’s appearance. New 14-spoke 15×6.0-inch alloy wheels mount Michelin MXV-3A low-rolling-resistance tires. Several new aggressive colors round out the pleasing exterior makeover.

The basic roomy interior layout remains unchanged, but certain refinements for ’95 are welcome additions. A new airbag-equipped four-spoke steering wheel has a telescoping feature that makes finding just the right driving position easier. Logical window switches (push down to open), a more sensitive all-electronic cruise control, and a central-pad horn-push system are more evidence of Saab’s retreat from quirky ergonomics. The heated front bucket seats don’t appear very aggressive, but are comfortable and provide enough lateral support for most driving situations. Of course, dual airbags are standard.

For audiophiles, a window-shaking, 10-speaker, six-channel, 150-watt Harman/Kardon in-dash AM/FM/cassette/CD stereo is standard and can fill the cavernous 9000’s interior like a symphony in a concert hall. Security measures have been improved with a detachable stereo front panel that disables the sound system when it’s removed and an optional integrated anti-theft alarm that immobilizes the car by cutting off the starter motor, engine-management system, and fuel supply.

Our driving experience with the new 9000 CDE spanned two continents. Initially, we drove the secondary highways and auto routes of the Normandy region of France, where the 9000 acquitted itself well as a comfortable high-speed touring sedan. But we reserved our final opinions until we could blast the Saab through our quantifiable test routes in Southern California, which include well-worn freeways famous for inducing a phenomenon called “freeway hop,” our heavily patched surface streets, and our favorite set of “twisties” in the nearby Santa Monica Mountains. The Saab’s revised-for-’95 suspension, with slightly stiffer spring rates and reduced high-speed shock damping, produced excellent ride and handling under most conditions. On the more challenging roads, the 9000 CDE’s true sports-sedan colors came through. Although the Michelins tended to howl early on, the 9000 never lost its composure or line in the corners. The steering, though light on-center, was precise and natural in feel. On undulating sections of the freeway, the Saab felt controlled but not too taut. At slow speeds, however, there was little isolation from road imperfections-as if the tires were filled to 60 psi. This could be a tradeoff from the low-rolling-resistance tires or possibly the increase in spring rates.

A small gripe is the shift programming. The transmission is obviously set for smoothness and fuel economy: Although the engine makes good torque and power, the shift strategy could access it more readily by downshifting sooner and upshifting later. Our only other beef is that the climate-control fan sounds like a Concorde at takeoff. We always immediately set it to the low position and kept it there. Overall, we give the 9000 CDE good marks. At approximately $42,000 with leather, sunroof, and destination charges, it should be fairly competitive in the full-size sport-sedan market.